Electronic starter and steering lock device for a motor vehicle

ABSTRACT

1. Electronic starter and steering locking device.  
     2.1. The invention relates to an electronic starter and steering locking device for a motor vehicle, which device has a steering locking unit having a locking control unit and an actuating unit which is actuated by it and has the purpose of locking and unlocking a vehicle steering element, a vehicle starter unit for starting and shutting off the motor vehicle, and a voltage supply.  
     2.2. According to the invention, the locking control unit is permanently connected to the voltage supply independently of the driving state of the vehicle, while the locking actuating unit is connected to the voltage supply via interrupter switching means which can be switched over as a function of the operating state of the vehicle starter unit and/or of the switched position of a drive train transmission shift lever.  
     2.3. To be used for automobiles, for example.

[0001] The invention relates to an electronic starter and steering locking device for motor vehicles as claimed in the preamble of claim 1.

[0002] Such devices are customary, in particular, in automobiles. The steering locking unit forms an immobilizer function by holding the steering lock, or an equivalent vehicle steering element, locked against activation as long as the user of the vehicle has not confirmed his authorization to drive the vehicle by means of a corresponding authorization means, for example a mechanical or electronic key. The steering locking unit is coupled to the vehicle starter unit in such a way that it is ensured that it remains in its unlocked state when the engine starts.

[0003] In a device of this type, as can be found in vehicles of the applicant, the vehicle starter unit comprises a mechanical ignition key/ignition lock system in which the ignition lock can customarily be rotated between different, for example four, positions by means of a key which provides authorization to drive. The steering locking unit comprises a locking control unit and an actuating unit which is actuated by it, said steering locking unit being fed via a voltage supply line. When voltage is not applied to it, it is in the unlocked state from which it can be switched into its locked state by applying a voltage. The supply line is routed via the rotatable ignition lock which thus functions as a looped-in mechanical break contact, i.e. interrupter switching element, said switching element keeping the supply line closed as long as the ignition lock has not yet been turned out of its home position in which the key can be inserted and removed by more than a predefinable threshold value angle. The steering locking unit is correspondingly in its locked state. If the ignition lock is turned beyond the threshold value angle, it interrupts the supply line, ensuring that the steering locking unit is in its unlocked state when the vehicle engine subsequently starts.

[0004] Patent DE 196 34 627 C1 describes a means of coupling a steering wheel locking unit to an electronic immobilizer in which the steering wheel locking unit has a bolt as actuating element, the movement of which between an unlocked position and a locked position is blocked by means of a blocking device if the electronic immobilizer is primed. When the electronic immobilizer is disabled, the blocking device releases the bolt which can then be moved into its unlocked position, for example by the head of a vehicle key, by a separate transponder or a Bowden cable. Alternatively, the bolt can be activated by turning an ignition key which is plugged into an ignition lock as is known, for example, from the Laid-Open Applications DE 44 34 587 A1 and DE 44 46 613 A1.

[0005] In modern automobiles, purely electronic ignition starter switch units without a mechanical ignition key/ignition lock system are increasingly being used as the vehicle starter unit, in particular systems without active key activation, i.e. what are referred to as keyless-go systems in which a locking system and an electronic immobilizer are controlled via wire-free communication by means of an authorization element, for example in the form of a chip card which for this purpose merely has to be carried by the user without the need for further action by the user.

[0006] In the older German patent application No. 199 16 966.7 by the applicant, which was not published before the priority date, an electronic starter and steering locking device of the type mentioned at the beginning is described which is also suitable for such keyless-go systems and comprises status interrogation and starting blocking means which couple the steering locking unit to an ignition starter switch unit, interrogate the locked state of the steering locking unit and enable starting of the vehicle engine only if the interrogation reveals that the steering locking unit is in its unlocked state. In one advantageous implementation, the steering locking unit has a locking control unit and an actuating unit which is actuated by it, and an ignition starter control unit which has a data communications link to the locking control unit is arranged in the ignition starter switch unit. The voltage supply both of the locking control unit and of the actuating unit which is actuated by it is provided via a supply line which is connected to the vehicle's electrical supply independently of the operating state of the ignition starter switch unit or routed via the ignition starter switch unit in such a way that the steering locking unit is fed with the full power of the vehicle's electrical system, or a reduced power of the vehicle's electrical system with the steering locking unit being capable of being switched over as a function of its operating state and in particular of the position of a mechanical ignition lock which is provided in it. The reduced power is achieved by means of a current limiting function and is selected in such a way that, although the locking control unit can still be kept operating with it, it is no longer sufficient to activate the actuating motor of the locking actuating unit. As a state. One measure to ensure this in vehicles with automatic transmission is to conduct the voltage supply for the steering locking unit via a break contact which is assigned to the automatic transmission shift lever and ensures that the voltage supply is interrupted even if the shift lever is not in the parked position “P”.

[0007] The publication EP 0 733 524 A1 discloses an electronic anti-theft device for a motor vehicle in which the starter is prevented from being supplied with electrical energy if the activation motor of a blocking device (anti-theft protection) of the anti-theft protection device has not reached an unlocking position, and the activation motor of the blocking device is connected to a power source via a key switch when there is no key in an anti-theft switch. When the key is inserted into the key switch, the activation motor is connected to an unlocking contact which is assigned to a control switch. The unlocking contact only interacts simultaneously with the contact of the starter. The locking or unlocked state of the anti-theft protection is sensed by means of the status-determining switch.

[0008] The technical problem on which the invention is based is to make available an electronic starter and steering locking device of the type mentioned at the beginning which, on the one hand, reliably prevents the steering locking unit from being placed in the locked state in the driving mode, and on the other hand permits the state of said steering locking unit to be interrogated in order to start the vehicle independently of the position of a drive train transmission shift lever.

[0009] The invention solves this problem by making available an electronic starter and steering locking device having the features of claim 1. In this device, the voltage supply is characteristically provided in different ways for the locking control unit on the one hand and the locking actuating unit on the other, specifically in such a way that the locking control unit is permanently connected to the voltage supply independently of the driving state of the vehicle, and thus in particular independently of the operating state of the vehicle starter unit and of the position of a drive train transmission shift lever, while the locking actuating unit is connected to the voltage supply via interrupter switching means which can be switched over as a function of the operating state of the vehicle starter unit and/or of the switched position of the drive train transmission shift lever.

[0010] Splitting the supply to the respective components of the steering locking unit in two in this way ensures, on the one hand, that the locking control unit is permanently operationally capable and that it is therefore always possible to communicate with it, for example in order to interrogate the locked state of the steering locking unit, while, on the other hand, it is ensured that, in specific driving operating states, the locking actuating unit cannot be inadvertently actuated and thus be placed in the locked state. As a result, it is, for example, advantageously ensured that, in a vehicle with automatic transmission, it remains possible to start the engine in the shift lever position “N”, even if the voltage supply of the locking actuating unit is interrupted in this shift lever position and the starting of the engine is made dependent on a successful interrogation of the locked state of the steering locking unit by the vehicle starter unit.

[0011] Furthermore, the device contains interrupter switching means [sic] a switching element which is assigned to the vehicle starter unit and whose switched position is thus dependent on the operating state of the vehicle starter unit, and in series with the latter a switching element whose switched state is dependent on the position of an automatic transmission shift lever. As a result, the supply voltage of the locking actuating unit is interrupted both in certain operating states of the vehicle starter unit and in certain operating states of the automatic transmission shift lever, and the steering lock system is thus kept in the unlocked state.

[0012] In a device developed according to claim 2, the vehicle starter unit contains a vehicle starter control unit which has a data communications link to the locking control unit. As said link is permanently activated, i.e. independently of the driving state, the communications link to the vehicle starter control unit is also maintained continuously.

[0013] An advantageous embodiment of the invention is illustrated in the drawing and will be described below. shift lever, and the steering lock system is thus kept in the unlocked state.

[0014] In a device developed according to claim 3, the vehicle starter unit contains a vehicle starter control unit which has a data communications link to the locking control unit. As said link is permanently activated, i.e. independently of the driving state, the communications link to the vehicle starter control unit is also maintained continuously.

[0015] An advantageous embodiment of the invention is illustrated in the drawing and will be described below.

[0016] The single FIGURE shows a block circuit diagram of an electronic starter and steering locking device for an automobile.

[0017] The starter and steering locking device shown contains an ignition starter switch unit 1, a steering locking unit 2, for example in the form of a steering wheel locking unit, and an automatic transmission shift lever unit 3. The ignition starter switch unit 1 comprises an ignition starter control unit 4 with a microprocessor, a current limiting unit 5 and a break contact 6, i.e. an interrupter switching element. The steering locking unit 2 comprises a locking control unit 7 with a microprocessor, a servomotor 8 with connected actuator element such as a steering wheel locking bolt (not shown), and a relay coil element 9 via which the servomotor 8 can be controlled by the locking control unit 7, i.e. can have voltage applied to it in a controllable fashion. The shift lever unit 3 contains a break contact 10 which is assigned to an automatic transmission shift lever (not shown) in such a way that it closes if the shift lever is in the parked position “P” and opens as soon as the shift lever is moved out of the parked position “P” into another shift lever position. Wherever precise details are not illustrated or described, the aforesaid system components have any desired conventional design.

[0018] The current supply of the aforesaid system components is provided via a customary electrical system of the vehicle with an appropriate battery as the voltage source. A plus line of the battery, i.e. a standardized “terminal 30” line 11 is connected via the break contact 6 of the ignition starter switch unit 1 and the break contact 10, connected in series with it, of the transmission shift lever 3 to a terminal of the relay coil 9. A second relay coil terminal is connected to a ground line 12 a, i.e. a standardized “terminal 31” line which is also connected to the locking control unit 7. The ignition starter control unit 4 is, on the one hand, also connected to a ground line 12 b and, on the other hand, to a standardized “terminal 30 z” line 13 for supplying voltage, a branch of the “terminal 30 z” line 13 leading via the power limiter unit 5 to the locking control unit 7 so that the latter is fed with a suitably predefinable power limitation. The servomotor 9 [sic] of the steering locking unit 2 is connected to the relay coil 9 in such a way that battery voltage is applied to it via the locking control unit 7 via the positive line 11 of the battery, or it is enabled by said locking control unit 7 and can thus be activated or deactivated.

[0019] A DC-isolated voltage supply of the locking control unit 7 on the one hand and the actuating unit controlled by it, i.e. in particular of the servomotor 8 on the other is thus implemented. The locking control unit 7, i.e. the actual processor and the associated electronics, is permanently supplied with voltage via the associated supply line 13 as is the ignition starter control unit 4, i.e. said voltage supply is independent of the driving mode of the vehicle, in particular independent of whether or not the vehicle drive engine is running and in what position the transmission shift lever is located. In contrast, the switching contacts of the relay coil 9 and thus the servomotor 8 are supplied with voltage via the mechanical break contacts 6, 10, connected in series, of the ignition starter switch unit 1 or of the automatic transmission shift lever unit 3. This voltage supply of the locking actuating unit 8, 9 is consequently interrupted if the transmission shift lever is not in the parked position “P” and/or if the break contact 6 of the ignition starter switch unit is opened, i.e. the ignition is switched on and the vehicle drive engine is therefore running.

[0020] This type of voltage supply of the electronic starter and steering locking device has the following advantages. In the ongoing driving mode, the two serially connected break contacts 6, 10 of the ignition starter switch unit 1 or of the transmission shift lever 3 ensure that the servomotor 9 [sic] of the steering locking unit 2 remain without voltage and the steering locking unit 2 is thus prevented from inadvertently assuming its locked state. When the vehicle is shut off and the transmission shift lever is in the parked position “P”, the steering locking unit 2 can be placed in its locked state by means of a locking control unit 7.

[0021] When the vehicle is started, apart from the ignition starter control unit 4, the locking control unit 7 is also operationally capable independently of the position of the break contacts 6, 10 and can therefore be interrogated by the ignition starter control unit 4 with respect to the locked state of the steering locking unit 2. The interrogation is carried out, as is the customary exchange of data between the two control units 4, 7, via an associated data line 14. If the interrogation is successful, i.e. the locking control unit 7 signals that the steering locking unit 2 is in the unlocked state, the ignition starter control unit 4 enables the starting of the vehicle drive engine.

[0022] As the described interrogation communication between the two control units 4, 7 is possible in particular irrespective of the position in which the transmission shift lever is located, the drive engine can be started not only in the parked position “P” but also in the neutral position “N” of the transmission shift lever. On the other hand, the interruption of the voltage supply for the locking servomotor 8 by the break contact 10 of the transmission shift lever unit 3 prevents the servomotor 8 being able to inadvertently place the associated actuator element, and thus the steering locking unit 2 in its entirety in the locked state in the ongoing driving mode of the vehicle. 

1. An electronic starter and steering locking device for a motor vehicle, having a steering locking unit (2) having a locking control unit (7) and an actuating unit (8) which is actuated by it and has the purpose of locking and unlocking a vehicle steering element, a vehicle starter unit (1) for starting and shutting off the motor vehicle, and a voltage supply (11, 13), in which case the locking control unit (7) is permanently connected to the voltage supply independently of the driving state of the vehicle while the locking actuating unit (8) is connected to the voltage supply via interrupter switching means (6, 10) which can be switched over as a function of the operating state of the vehicle starter unit (1), characterized in that the interrupter switching means (6, 10) can alternatively or additionally be switched over as a function of the switched position of a drive train transmission shift lever, and the interrupter switching means contain an ignition lock switching element (6) of the vehicle starter unit (1) and a switching element (10) which is connected in series with it and switches as a function of the position of an automatic transmission shift lever.
 2. The electronic starter and steering locking device as claimed in claim 1, further characterized in that the vehicle starter unit (1) contains a vehicle starter control unit (4) which has a data communications connection to the locking control unit (7). 